Apparatus for heating railway-cars



(No Model.)

D. W. MAGEE. APPARATUS FOR HEATING RAILWAY CARS. No. 584,288.

Patented June 8,1897.

30 the fire-chamber.

UNITE much.

DANIEL W'. MAGEE, OF NEYV YORK, N. Y., ASSIGNOR TO THE SAFETY CARHEATING AND LIGHTING COMPANY, OF NEIV JERSEY.

APPARATUS FOR HEATING RAILWAY CARS.

SPECIFICATION forming part of Letters Patent No. 584,288, dated June 8,1897. Application filed December 15, 1887. Serial No. 257,910. (Nomodel.)

To all whom it may concern:

Be it known that I, DANIEL IV. MAGEE, of

the city and county of New York, in the Stateof New York, have inventedacertain new and useful Improvement in Apparatus for HeatingRailway-Cars, of which the following is a specification.

The accompanying drawings form a part of this specification andrepresent what I con- 1o sider the best means of carrying out theinvention.

Figure l is a central vertical section through the heater, with anelevation of the principal connected parts. Fig. 2 is a horizontalsection on the line 50 0c in Fig. 1. Fig. 3 shows a modification.

Similar letters of reference indicate corresponding parts in all thefigures where they occur.

A is the floor of a car.

13 is a foundation-casting with strong legs and secured upon the floorby efficient fastenings b.

O is a chamber adapted to receive the fire when the grate is dumped, andD is a turning valve which controls the discharge of the materialthrough a liberal passage 0, leading down through the floor.

G is a cylindrical casing which constitutes Its lower portion may belined with soapstone, fire-brick, or other nonconductor, but its upperportion is preferably left uncovered to allow the fire inside to 00111-municate its heat as rapidly as may be to the 3 5 water outside.

11 is a cylindrical casing exterior to casing G and strongly connectedthrough the rings G G Exterior to casing H is another pair of rings 1 Iof less thickness. Exterior to these is another cylindrical casing I.The casings G, H, and I are strongly and tightly united by rivets g.

0 is a system of pipes, sometimes called the Baker system,whichtraverses the car and allows the circulation of the water to communicatethe heat throughout the structure. It may be arranged in the ordinaryand long-approved manner. The ends connect, through couplings 0 0 withthe extended annular 5o water-chamber between the casings G and II.

M is an iron pipe extending longitudinally of the car and connected withthe other cars of the train and with the locomotive bysuitable flexibleconnections. (Not shown.)

M is a branch controlled by a valve m and communicating through anaperture in the lower ring G with a system of pipes P,which traversesthe space between the casings G and H and terminates in a pipe M whichleads outward and downward to a trap Q, and 6c thence discharges througha pipe P. Thus the system of pipes P is kept filled with livesteam,which imparts its heat efficiently to the water which surrounds itand fills all the remaining space between the casings G and H.

N is a branch pipe leading from the pipe M and communicating with thethin space between the casings H and I.

R is a pipe leading therefrom to a trap R and discharging any waterwhich condenses in this space through the pipe R Whenever the valve m isopened to admit steam to the apparatus, the system of pipes P is filledwith steam, presenting a great surface to heat the water, and the spacebetween H and I is also filled with steam, which heats the wholeexterior surface of the waterchan1- her, and unless otherwise providedwill also throw out heat actively by radiation into the car from theexterior face of the casing I. 8c X is a light casing of sheet metal orother suitable material open at the top and bottom and held concentricto the casing I. It is at a sufficient distance therefrom to allow theair of the car to circulate actively within and through it. The airheated by contact with the hot casing I rises through this space, andthis space is supplied by fresh air entering below. Passengers may sitas near the casing as they please without being incommoded.

A horizontal plate J matches on the upper part of the casing G H I,having an aperture J, controlled by a valve J which is adapted -topermit the charging with fuel when required, allow the passage of thedraft when 5 the apparatus is working with fire in the interior, andretain the fire in case the car is. overturned in any accident. Suchvalve may be in all respects similar to that set forth in the patent toW. S. Jones, dated July 15,

1873, No. 140,831. A hollow conical casing extends upward over thisvalve equipped for receiving fuel and for closing the passage whenrequired. This may be as described in the patent to O. J. Smith, datedJune 29, 1869, No. 92,115.

K is a smoke-pipe leading up through the roof of the car. (Not shown.)

A stout horizontal shaft L extends across the otherwise open base of thefire-chamber. It supports a post L, having a rounded top. On this topsits a rocking grate L having a slightly-domed contour. One edge of thisgrate rests on a ledge L at one side. To the other edge is connected alink Z, connecting with an arm Z from the shaft L, which extends acrossthe chamber C, and may be rocked by a wrench or suitable lever appliedto the squared extremity in the obvious manner. By rocking this shaft inone direction or the other the grate L may be thrown into position toserve in supporting the fuel in the fire-chamber or may be tilted uptodischarge the fuel into the chamber 0 below.

When it is desired to use my heater as a stove, the fuel which may havebeen previously introduced is ignited through the'top by opening thecasing X and valve J 2 or by other convenient means, and on readjustingthe parts the apparatus servesusefully and efliciently, giving heat fromits contained fire to thewater, and thereby warming the car. When thecar is connectedin a train orwhen for any reason the fire is no longerrequired, the shaft L is tilted and the fire dumped from the, grate Linto the chamber O,-where it is supported by the valve .D,whic-h. mustbe previously placed in the horizontal position shown. The grate L isnow returned toits horizontal position and the-hot coal'is retained inthe chamber 0, where it is allowed-to receive no air until the fire isextinguished, after which it is dumped upon the track or into anysuitable receptacle by turning the valve D. In order to hasten theextinguishment of the fire, I provide a pipev the steam to aid inheating the water.

partially closing either or both of these valves. When it is used bothasa stove and a-steamheater, these valves are open, or partly open, toallow the draft to support the fire in the interior, and the valve m isopened to admit When the apparatus is used as a steam-heater alone,either the valve D or the upper valve J should be closed tightly toprevent cold air from moving up through the interior.

Y is a pressure-gage fitted on the ascendin g portion of the water-pipeto indicate pressure.

Z is a glass water-gage fitted at a higher point on the water-pipes P.It serves usefully to indicate the level to which the water sinks bycontraction when it is allowed to cool. It aids to indicate to theattendant when morewater should beadded.

circulating water pipes O communicating with the space between thecasings G and II,

and the system of internal heating-pipes'P situated in the samespace,-steam-supplying pipes M M communicating with the pipes P, thebranch N extending from the pipe M and communicating with the spacebetween the casings H and I and valvem in the pipe IN and traps Q and .Rserving to drain the pipes P, .thewhole adapted to heat the water in thecirculatingpipes, and also to radiate heat from the exterior of theheater, substantially as set forth.

In testimony whereof I have hereunto set my hand, at New York city, this9th day-of December, 1887, in the presence of two subscribing witnesses.

DANIEL W. MAGEE. Witnesses:

M. F. BOYLE, H. A. JoHNsToNE.

